Integration of vehicle management system and power distribution control

ABSTRACT

A vehicle management system (VMS) computer includes a data processing system comprising a processor, a memory, and a power distribution controller. The power distributions controller includes a plurality of power distribution circuits that are each controlled by the controller to supply power to end component loads. The power distribution controller is communicably coupled to the data processing system by a bus. The power distribution controller is configured to control power generation by each of the plurality of power distribution circuits such that each of the plurality of power distribution circuits generates output power at an adjustable voltage level output to a respective one of the end component loads.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is related to U.S. patent application Ser. No. ______(Atty. Docket No. 18-3725-US-NP) entitled “Vehicle Management System andReplacement of Separate Power Distribution Units” filed even dateherewith, the contents of which are incorporated herein by reference,and to U.S. patent application Ser. No. ______ (Atty. Docket No.18-3726-US-NP) entitled “Vehicle Management System and Parallel PowerDistribution Lines” filed even date herewith, the contents of which areincorporated herein by reference.

BACKGROUND INFORMATION 1. Field

The present disclosure relates generally to electrical powerdistribution and, more specifically, to methods and a system forcontrolling electrical power distribution in vehicles.

2. Background

Modern aircraft make use of many electric devices including, forexample, electric motors, electronic sensors, computers, lights, andelectronic displays. Each of these devices has its own powerrequirements. Some require alternating current while others requiredirect current. Additionally, the voltage, current, and power levels ofdifferent components differ. In order to provide power to each device onthe aircraft requiring power, power distribution controllers areutilized. However, current power distribution controllers suffer from anumber of disadvantages that adversely impact the customization of powerdelivery, the ease of assembly, and the weight. Therefore, it would bedesirable to have a power distribution system that improves uponexisting systems and addresses these and other problems.

SUMMARY

In one illustrative embodiment, a vehicle management system computerincludes a data processing system comprising a processor, a memory, anda power distribution controller. The power distribution controllerincludes a plurality of power distribution circuits that are eachcontrolled by the controller to supply power to end component loads. Thepower distribution controller is communicably coupled to the dataprocessing system by a bus. The power distribution controller isconfigured to control power generation by each of the plurality of powerdistribution circuits such that each of the plurality of powerdistribution circuits generates output power at an adjustable voltagelevel output to a respective one of the end component loads.

In another illustrative embodiment, a method for controlling electricalpower distribution in a vehicle includes monitoring a power load on eachof a plurality of end components. The method also includes adjusting thepower supplied to each of the plurality of end components according tothe power load.

In yet another illustrative embodiment, a vehicle management system forcontrolling electrical power distribution in a vehicle includes aprocessor and a non-transitory computer readable medium storing programcode which, when executed by the processor, performs acompute-implemented method of electrical power distribution. The programcode includes program code for monitoring a power load on each of aplurality of end components. The program code also includes program codefor adjusting the power supplied to each of the plurality of endcomponents according to the power load. Adjusting the power supplied toeach of the plurality of end components includes adjusting the powersupplied to a one of the plurality of end components according to atleast one of a distance to the respective end component load, changes ina load of the respective end component load over time, and changes inthe load of the respective end component load due to temperaturevariation in the respective end component load.

The features and functions can be achieved independently in variousembodiments of the present disclosure or may be combined in yet otherembodiments in which further details can be seen with reference to thefollowing description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the illustrativeembodiments are set forth in the appended claims. The illustrativeembodiments, however, as well as a preferred mode of use, furtherobjectives and features thereof, will best be understood by reference tothe following detailed description of an illustrative embodiment of thepresent disclosure when read in conjunction with the accompanyingdrawings, wherein:

FIG. 1 is an illustration of an aircraft in which an illustrativeembodiment may be implemented;

FIG. 2 is an illustration of an aircraft and its power distributionsystem in accordance with an illustrative embodiment;

FIG. 3 is an illustration of a vehicle electric power distributionsystem in accordance with an illustrative embodiment;

FIG. 4 is a flowchart of a method for selectively supplying electricalpower to a plurality of end component loads in accordance with anillustrative embodiment;

FIG. 5 is a flowchart of a method for adjusting a settable circuitbreaker in accordance with an illustrative embodiment;

FIG. 6 is a flowchart of a method for providing power to an endcomponent load through a pair of power distribution lines in accordancewith an illustrative embodiment;

FIG. 7 is an illustration of a block diagram of a data processing systemin accordance with an illustrative embodiment;

FIG. 8 is an illustration of an aircraft manufacturing and servicemethod in the form of a block diagram in accordance with an illustrativeembodiment; and

FIG. 9 is an illustration of an aircraft in the form of a block diagramin which an illustrative embodiment may be implemented.

DETAILED DESCRIPTION

The different illustrative embodiments recognize and take into accountone or more different considerations. For example, the illustrativeembodiments recognize and take into account that existing aircraft powerdistribution techniques and power management schemes are inefficient.The illustrative embodiments recognize and take into account thatexisting power distribution with an aircraft use disparate power devices(e.g., circuit breakers, filters, rectifiers, etc.) for integratingcritical elements (i.e., component, unit, subsystem, system, etc.)within a vehicle management system (VMS) architecture. For example, theillustrative embodiments recognize and take into account that existingpower distribution systems allocate worst case power to each criticalelement with a viewpoint to all or none functionality. Additionally, theillustrative embodiments recognize and take into account that existingpower distribution solutions require several dedicated power lines froma power circuit breaker panel or solid state distribution unit tomultiple devices within a given system or subsystem using fixedvoltage/current settings. Furthermore, the illustrative embodimentsrecognize and take into account that this practice limits the ability ofintegrator opportunities to optimize distributive power during varyingoperational conditions (e.g., startup, take-off, cruise, landing, etc.)or to support partial system/subsystem functionality.

Additionally, the illustrative embodiments recognize and take intoaccount that providing power to an end component over two parallel powerdistribution lines where each can supply full power in the event ofinterruption in the other line extends the life of the parallel powerdistribution lines.

Additionally, the illustrative embodiments recognize and take intoaccount that existing power distribution schemes within aircraft usedisparate power devices (e.g., circuit breakers, filter, rectifiers,etc.) for integrating critical elements (e.g., component, unit,subsystem, system, etc.) within a vehicle management system (VMS)architecture and that the use of disparate power devices negativelyimpacts time-sensitive management of safety critical elements. Thus, inan illustrative embodiment, the power distribution controller isintegrated with the VMS to improve time sensitivity in management ofsafety critical elements.

Additionally, the illustrative embodiments recognize and take intoaccount that it is beneficial to monitor sensed voltage and currentlevels, spikes in power, and interruptions in power and interrupt anindividual power distribution circuit vie a settable circuit breakerupon detecting a sensed voltage, current, or power level indicative of afault and to shut down individual power distribution circuits withoutinterrupting operation of the remaining plurality of power distributioncircuits.

Embodiments of the disclosure provide integration of the powerdistribution functionality within the VMS computing infrastructure,thereby providing improved power management capabilities. Embodiments ofthe disclosure support dynamic reconfiguration within the entiresystem/subsystem during time-sensitive startup or shutdown, variousflight phases, fault conditions, and other conditional states. Dynamicreconfiguration, among other benefits, supports extending the life ofthe overall system and platform. Embodiments of the present disclosurereduce wiring and installation weight associated with power distributionlines, support hierarchical power management and shedding techniques,allow for optimal dynamic power allocation during various operationalconditions, and provide solutions for reducing power-up latency timesfor time-sensitive functions. Additionally, embodiments of the presentdisclosure extend the useful life of the systems and platforms, improvefault detection and isolation related to distributive power, extendsflight duration of battery-dependent platforms, and reduces the numberof disparate power components (e.g., rectifiers, transformers, breakers,etc.) to clean up and manage power.

Embodiments of the present disclosure provide substantially optimizedpower distribution and power management, especially for all electricaland battery dependent platforms. Embodiments of the present disclosurealso provide means for flight safety critical systems to supporttime-sensitive startup, recovery, shutdown, and fault conditions.Embodiments of the present disclosure reduce non-recurring, recurring,and life cycle costs as compared to prior art power distribution schemesby providing a common filtered power distribution system. Additionally,embodiments of the present disclosure improve sustainment capabilitieswith increased fault detection and isolation, improve platform systemreliability with the use of power shedding techniques for extending thelife of systems, reduces installation weight with a lower wire/cablecount and reduced wire/cable lengths, optimizes power during varyingoperational conditions, and reduces wiring manufacturing recurring andnon-recurring costs.

Various embodiments of the present disclosure provide dedicated cleanpower source(s) to send components, dynamic reconfiguration of powerdistribution during power optimization flight phases, dynamicreconfiguration of the power distribution during fault conditions,dynamic reconfiguration to support extending the life of the overallsystem and platform, and provide sequential power enablement to supporthierarchical time sensitive layers/paths. Additionally, variousembodiments of the present disclosure provide for partial functionalityto end components rather than simply all or none as provided for byprior art systems.

Some benefits provided by one or more embodiments of the presentdisclosure include reduced power distribution complexity, allowing foroptimal dynamic power allocation during various operational conditions,reduce power-up latency times for time-sensitive functions, extends theuseful life of systems and platforms, and improved fault detection andisolation related to distributive power.

In contrast to prior art power distribution systems, the illustrativeembodiments provide consolidated power distribution within the VMScomputing architecture. Furthermore, the illustrative embodimentsprovide clean distributed power within the VMS, provide forcross-channel power management and shedding communications, and providefor dynamic reconfigurable electronic circuit breakers.

Referring now to the figures and, in particular, with reference to FIG.1, an illustration of an aircraft is depicted in which an illustrativeembodiment may be implemented. In this illustrative example, aircraft100 has wing 102 and wing 104 connected to body 106. Aircraft 100includes engine 108 connected to wing 102 and engine 110 connected towing 104.

Body 106 has tail section 112. Horizontal stabilizer 114, horizontalstabilizer 116, and vertical stabilizer 118 are connected to tailsection 112 of body 106. Aircraft 100 is an example of an aircraft inwhich the disclosed enhanced autobrake system may be implemented.

As used herein, “a number of,” when used with reference to items, meansone or more items. For example, “a number of power distribution controlunits 218” is one or more different types of power distribution controlunits 218.

Further, the phrase “at least one of,” when used with a list of items,means different combinations of one or more of the listed items may beused, and only one of each item in the list may be needed. In otherwords, “at least one of” means any combination of items and number ofitems may be used from the list, but not all of the items in the listare required. The item may be a particular object, a thing, or acategory.

For example, without limitation, “at least one of item A, item B, oritem C” may include item A, item A and item B, or item C. This examplealso may include item A, item B, and item C or item B and item C. Ofcourse, any combinations of these items may be present. In someillustrative examples, “at least one of” may be, for example, withoutlimitation, two of item A; one of item B; and ten of item C; four ofitem B and seven of item C; or other suitable combinations.

This illustration of aircraft 100 is provided for purposes ofillustrating one environment in which the different illustrativeembodiments may be implemented. The illustration of aircraft 100 in FIG.1 is not meant to imply architectural limitations as to the manner inwhich different illustrative embodiments may be implemented. Forexample, aircraft 100 is shown as a commercial passenger aircraft. Thedifferent illustrative embodiments may be applied to other types ofaircraft, such as a private passenger aircraft, a rotorcraft, or othersuitable types of aircraft.

Turning now to FIG. 2, an illustration of an aircraft and its powerdistribution system is depicted in accordance with an illustrativeembodiment. Aircraft 200 is an example of an aircraft that may beimplemented as aircraft 100 depicted in FIG. 1. Aircraft 200 includesvehicle management system (VMS) 201, a number of power sources 280, anumber of end component loads 248, and a number of bundled power andcommunication lines 246. In an embodiment, the power distribution linesare separate from the communication lines. In an alternate embodiment,the power distribution is supplied over the communication lines such asvia power over Ethernet. The number of power sources 280 may include anumber of alternating current (AC) power sources 282, a number of directcurrent (DC) power sources 284, and a number of batteries 286. A bundledcable is a compilation of numerous wires that are harnessed or lashedtogether to provide an easier and quicker installation. Bundled cableprovides several advantages over trying to pull single loose wires andcables. For example, by binding the many wires and cables into a bundledcable harness, the wires and cables can be better secured against theadverse effects of vibrations, abrasions, moisture, and will extend thelife of the cable. Furthermore, by combining the wires into a bundle,usage of space is optimized, and the risk of shorting out is decreasedsubstantially. Since the installer has only a single pull of cable toinstall (as opposed to multiple wires), installation time is decreaseddramatically.

The number of end component loads 248 may include flight deckinstruments, breaking system components, motors to move the flaps on thewings, motors to extend and retract landing gear, as well as othercomponents on aircraft 200 that require electrical power to function.End component loads 248 include critical end components 270 andnon-critical end components 272. Critical end components 270 may be anycomponent that is necessary for the safe operation of aircraft 200 at agiven time. The identification of end component loads 248 as criticalend component 270 or non-critical end component 272 may vary with timeand the particular operation of aircraft 200. For example, one of endcomponent loads 248 may be considered critical end component 270 duringtake-off, but may be considered non-critical component 272 during levelflight.

VMS 201 includes data processing system 202, a number of communicationunits 212, power distribution controller 214, and communication bus 210communicatively connecting data processing system 202, the number ofcommunication units 212, and power distribution controller 214. Dataprocessing system 202 includes a number of processors 204, memory 206,and a number of storage units 208. By integrating power distributioncontroller 214 with data processing system 202 within the VMS 201 viacommunication bus 210, time-sensitive determinations regardingreadjusting power distribution can be made more quickly than in priorart systems that lack integration of power distribution controller 214with VMS 201.

Power distribution controller 214 includes power distribution controlsystem 216, critical end component determiner 250, and monitor 260.Power distribution control system 216 includes a number of powerdistribution control units 218. Each of power distribution control units218 includes power distribution control circuit 240, settable circuitbreakers 242, and parallel power distribution lines 244. Powerdistribution control units 218 are controlled by power distributioncontroller 214.

Power distribution control circuits 240 are each controlled by powerdistribution controller 214 to supply power to end component loads 248.Power distribution controller 214 is communicably coupled to dataprocessing system 202 by communication bus 210. Communication bus 210also coupled communication units 212 to power distribution controller214 and to data processing system 202. Power distribution controller 214may also include controller processor 215 to perform power distributioncontrol functions such as selective distribution of power 256, selectiveshut down 258, and monitor 260 that monitors end component loads 248.Controller processor 215 may also include critical end componentdeterminer 250 to determine, for example, aircraft operation 252 and endcomponent priority 254.

Power distribution controller 214 is configured to control powergeneration by each of a plurality of power distribution control circuits240 such that each of the plurality of power distribution controlcircuits 240 generates output power at adjustable voltage level 220 to arespective one of end component loads 248. In an embodiment, each one ofadjustable voltage level 220 is adjusted based on at least one ofdistance 222 to the respective one of end component loads 248, changesin load 224 of the respective one of end component loads 248 over time226, and changes in load 224 of the respective one of end componentloads 248 due to a variation of temperature 228 in the respective one ofend component loads 248. Power distribution controller 214 is alsoconfigured to interrupt 230 operation of an individual one of powerdistribution circuits 240 upon detecting a fault. The fault isdetermined, for example, according to at least one of sensed voltagelevel 234, sensed current level 236, and sensed power level 238.

Power distribution controller 214 is also configured to shut down theindividual one of power distribution circuits 240 without interruptingremaining ones of the plurality of power distribution circuits 240 when,for example, a fault is detected on one of power distribution controlcircuits 240. By having control of as to when different parts of thesystem come online, a particular one of end component loads 248 canstart operating immediately upon power up. End component loads 248 donot have to check if other parts of aircraft 200 are on before poweringup because power distribution controller 214 will bring other ones ofend component loads 248 online in proper order. Thus, by eliminating thechecks of other system's statuses within aircraft 200, startup time canbe improved. Furthermore, power distribution controller 214 is alsoconfigured for selective distribution power 256 such that critical endcomponent load 270 is maintained at full power and power to non-criticalend component load 272 is reduced when total power is insufficient tofully power all of end component loads 248 simultaneously. Critical endcomponent load 270 is dynamically determined by critical end componentdeterminer 250 according to, for example, a current aircraft operation252 and end component priority 254. End component loads 248 that arecritical depends on the type of aircraft operation 252. For example, endcomponent loads 248 that are critical 270 during take-off may bedifferent from those that are critical 270 during landing and both ofwhich may be different from those that are critical 270 during levelflight. End component priority 254 may be determined based on aircraftoperation 252. Thus, if there is insufficient power to power all endcomponent loads 248 fully, priority is given to the most critical 270one of end component loads 248 to ensure that at least these endcomponent loads 248 are fully powered. This allows for a hierarchicalprioritization of the various end components to ensure that the mostimportant end components receive full power while other less importantcomponents may receive less than full power or no power at all if thereis insufficient power to power all end components.

Each of power distribution control units 218 corresponds to a respectiveone of end component loads 248 to supply power to a corresponding one ofend component loads 248 through parallel power distribution lines 244.Each of parallel power distribution lines 244 supplies power to the endcomponents such that if power through one of parallel power distributionlines 244 is lost, the other one of parallel power distribution lines244 will provide full power to the corresponding one of end componentloads 248. Unless, power is lost on one line, each of parallel powerdistribution lines 244 provides only a portion of the power to therespective one of end component loads 248. Providing power in thismanner extends the life of parallel power distribution lines 244.

Power distribution controller 214 includes a plurality of settablecircuit breakers 242 such that each of the plurality of settable circuitbreakers 242 corresponds to a respective one of the plurality of powerdistribution control circuits 240 within a respective one of powerdistribution control units 218. Power distribution controller 214 isconfigured to monitor 260 sensed voltage, sensed current levels, spikesin the internal power distribution circuits 240, and interruptions inthe internal power distribution circuits 240. Power distributioncontroller 214 is also configured to interrupt 230 a respective one ofthe plurality of power distribution control circuits 240 via settablecircuit breaker 242 upon fault detection 232 detecting at least one ofsensed voltage level 234 indicative of a fault, sensed current level 236indicative of a fault, and sensed power level 238 indicative of a fault.Each of settable circuit breakers 242 includes a respective settablecircuit breaker range, wherein each of the respective settable circuitbreaker ranges is adjusted to interrupt 230 operation of an individualone of power distribution control circuits 240 based on at least one ofa plurality of conditions in addition to the sensed voltage, current,and power levels. The plurality of conditions include, for example, atleast one of a run (i.e., power connection) to the respective endcomponent load, distance 222 to the respective one of end componentloads 248, a change in load of the respective one of end component loads248 over time 226, and a change in the load of the respective one of endcomponent loads 248 due to variation in temperature 228. The selectablecircuit breaker range for each of settable circuit breakers 242 isdynamically determined and may be different for different ones of endcomponent loads 248. The selectable circuit breaker range may bedetermined according to aircraft operation 252 and/or end componentpriority 254. Thus, the level at which settable circuit breakers 242interrupt power for a given one of end component loads 248 may vary overtime depending on a current operation of the aircraft (e.g., take-off,landing, level flight, etc.) and/or end component priority 254 to ensurethat the critical end components are properly powered.

Parallel power distribution lines 244 from each of power distributioncontrol units 218 is bundled 246 with respective ones of communicationlines 262 from communication units 212 to provided bundled power andcommunication lines 264 to end component loads 248. Each one of endcomponent loads 248 corresponds to a separate one of power distributioncontrol units 218 and communication units 212 such that each endcomponent load has its own bundled power and communication lines 264. Inan embodiment, parallel power distribution lines 244 are pairs ofparallel power distribution lines.

Turning now to FIG. 3, an illustration of a vehicle electric powerdistribution system is depicted in accordance with an illustrativeembodiment. System 300 is an example of a VMS that can be implemented inan aircraft such as aircraft 200 depicted in FIG. 2. System 300 includesa plurality of vehicle management system (VMS) computers 302 and aplurality of end components 308. Each VMS computer includes anintegrated power distribution controller 304 and an integrateddeterministic communication unit 306. Both of power distributioncontroller 304 and deterministic communication unit 306 are coupled toVMS computer 302 by a bus. VMS computer 302 may be implemented as dataprocessing system 202 in FIG. 2; power distribution controller 304 maybe implemented as power distribution controller 214 in FIG. 2; anddeterministic communication unit 306 may be implemented as one ofcommunication units 212 in FIG. 2.

Each deterministic communication unit 306 communicates with a respectiveone of end components 308 as well as other end systems. Each powerdistribution controller 304 receives AC power, DC power, and batterypower from one or more power sources and provides a clean power outputto a respective one of end components 308. The power distribution linesfrom power distribution controller 304 are bundled with thecommunication lines from deterministic communication units 306 to formconsolidated communication and power lines 310. This simplifies wiringsince a single bundled or consolidated cable carrying all thecommunication and power lines is provided thereby requiring a singleline pull for each end component 308 during aircraft assembly. Thissingle line pull also speeds up wiring during aircraft assembly.Additionally, consolidated communication power lines 310, such as asingle consolidated cable, reduces overall weight in the aircraft andreduces the volume occupied by the wiring. Power distribution controller304 provides power to a corresponding one of end components 308 in aform suitable for the corresponding one of end component 308 (i.e., inan AC format or a DC format). Power distribution controller 304 may usebattery power to supply power to some end components. Additionally, someend components may normally use another power source other than batterypower, but can be powered by the battery when the normal power sourcefails.

Turning now to FIG. 4, a flowchart of a method for selectively supplyingelectrical power to a plurality of end component loads is depicted inaccordance with an illustrative embodiment. Method 400 may beimplemented in, for example, vehicle management system 201 depicted inFIG. 2. In an embodiment, method 400 is implemented in powerdistribution controller 214 depicted in FIG. 2. Method 400 begins bymonitoring a power load on each of a plurality of end components (step402). Next, power supplied to each of the plurality of end components isadjusted according to the power load (step 404). Next, operation mode(e.g., take-off, landing, level flight, etc.) of an aircraft isdetermined (step 406). Next, the end components are prioritizedaccording to the operation mode of the aircraft and according to thenature of the end component (e.g., the function provided by the endcomponent) (step 408). Next, it is determined whether there issufficient power to fully power all end components (step 410). If, atstep 410, it is determined that insufficient power exists to fully powerall end components, then method 400 proceeds to step 412 where the powersupplied to each of the plurality of end components is adjustedaccording to the priority of the end components to ensure that the mostcritical end components receive full power. If, sufficient power existsto fully power all end components, then method 400 proceeds to step 414where it is determined whether a fault has occurred in one of the powerdistribution lines or end components. If no fault has occurred, method400 may end. If a fault has occurred, method 400 proceeds to step 416where the power to the individual power distribution circuitcorresponding to where the fault occurred is interrupted or shut down,after which, method 400 may end.

Turning now to FIG. 5, a flowchart of a method for adjusting a settablecircuit breaker is depicted in accordance with an illustrativeembodiment. Method 500 begins by monitoring a sensed voltage level, asensed current level, a sensed power level, power spikes, and powerinterruptions in each of power supplies for each of end components (step502). Next, the power supplied to each of the plurality of endcomponents is adjusted according to the power load (step 504). Next, anoperation mode of the aircraft is determined (step 506), and then theend components are prioritized according to the operation mode and thenature of each individual end component (step 508). Next, a settablecircuit breaker is adjusted dynamically according to the sensed powervoltage levels, sensed current levels, sensed power levels, powerspikes, power interruptions, the operation mode of the aircraft, and thepriorities of the end components (step 510). Adjusting the settablecircuit breakers allows the system to prevent or mitigate damage to acomponent based on the current power conditions as well as ensure thathigh priority end components remain functional. Afterwards, method 500terminates.

Turning now to FIG. 6, a flowchart of a method for providing power to anend component load through a pair of power distribution lines isdepicted in accordance with an illustrative embodiment. Method 600begins by determining a first power level for a first of a pair of powerdistribution lines and a power level for a second of the pair of powerdistribution lines (step 602). Next, the power is transmitted to the endcomponent load over the pair of power distribution lines (step 604).Next, it is determined whether power delivery has been interrupted inone of the pair of power distribution lines (step 606). If not, thenmethod 600 may end. If power has been interrupted in one of the pair ofpower distribution lines, then the power delivery is readjusted toprovide full power to the end component over the remaining one of thepair of power distribution lines (step 608), after which, method 600 mayend.

Turning now to FIG. 7, an illustration of a block diagram of a dataprocessing system is depicted in accordance with an illustrativeembodiment. Data processing system 700 may be used to implement VMS 201,data processing system 202, and/or power distribution controller 214depicted in FIG. 2. Data processing system 700 may also be used toimplement VMS computer 302 and/or power distribution controller 304depicted in FIG. 3. As depicted, data processing system 700 includescommunications framework 702, which provides communications betweenprocessor unit 704, storage devices 706, communications unit 708,input/output unit 710, and display 712. In some cases, communicationsframework 702 may be implemented as a bus system.

Processor unit 704 is configured to execute instructions for software toperform a number of operations. Processor unit 704 may comprise a numberof processors, a multi-processor core, and/or some other type ofprocessor, depending on the implementation. In some cases, processorunit 704 may take the form of a hardware unit, such as a circuit system,an application specific integrated circuit (ASIC), a programmable logicdevice, or some other suitable type of hardware unit.

Instructions for the operating system, applications, and/or programs runby processor unit 704 may be located in storage devices 706. Storagedevices 706 may be in communication with processor unit 704 throughcommunications framework 702. As used herein, a storage device, alsoreferred to as a computer-readable storage device, is any piece ofhardware capable of storing information on a temporary and/or permanentbasis. This information may include, but is not limited to, data,program code, and/or other information.

Memory 714 and persistent storage 716 are examples of storage devices706. Memory 714 may take the form of, for example, a random accessmemory or some type of volatile or non-volatile storage device.Persistent storage 716 may comprise any number of components or devices.For example, persistent storage 716 may comprise a hard drive, a flashmemory, a rewritable optical disk, a rewritable magnetic tape, or somecombination of the above. The media used by persistent storage 716 mayor may not be removable.

Communications unit 708 allows data processing system 700 to communicatewith other data processing systems and/or devices. Communications unit708 may provide communications using physical and/or wirelesscommunications links.

Input/output unit 710 allows input to be received from and output to besent to other devices connected to data processing system 700. Forexample, input/output unit 710 may allow user input to be receivedthrough a keyboard, a mouse, and/or some other type of input device. Asanother example, input/output unit 710 may allow output to be sent to aprinter connected to data processing system 700.

Display 712 is configured to display information to a user. Display 712may comprise, for example, without limitation, a monitor, a touchscreen, a laser display, a holographic display, a virtual displaydevice, and/or some other type of display device.

In this illustrative example, the processes of the differentillustrative embodiments may be performed by processor unit 704 usingcomputer-implemented instructions. These instructions may be referred toas program code, computer usable program code, or computer-readableprogram code and may be read and executed by one or more processors inprocessor unit 704.

In these examples, program code 718 is located in a functional form oncomputer-readable media 720, which is selectively removable, and may beloaded onto or transferred to data processing system 700 for executionby processor unit 704. Program code 718 and computer-readable media 720together form computer program product 722. In this illustrativeexample, computer-readable media 720 may be computer-readable storagemedia 724 or computer-readable signal media 726.

Computer-readable storage media 724 is a physical or tangible storagedevice used to store program code 718, rather than a medium thatpropagates or transmits program code 718. Computer-readable storagemedia 724 may be, for example, without limitation, an optical ormagnetic disk or a persistent storage device that is connected to dataprocessing system 700.

Alternatively, program code 718 may be transferred to data processingsystem 700 using computer-readable signal media 726. Computer-readablesignal media 726 may be, for example, a propagated data signalcontaining program code 718. This data signal may be an electromagneticsignal, an optical signal, and/or some other type of signal that can betransmitted over physical and/or wireless communications links.

Illustrative embodiments of the present disclosure may be described inthe context of aircraft manufacturing and service method 800 as shown inFIG. 8 and aircraft 900 as shown in FIG. 9. Turning first to FIG. 8, anillustration of an aircraft manufacturing and service method is depictedin accordance with an illustrative embodiment. During pre-production,aircraft manufacturing and service method 800 may include specificationand design 802 of aircraft 900 in FIG. 9 and material procurement 804.

During production, component and subassembly manufacturing 806 andsystem integration 808 of aircraft 900 takes place. Thereafter, aircraft900 may go through certification and delivery 810 in order to be placedin service 812. While in service 812 by a customer, aircraft 900 isscheduled for routine maintenance and service 814, which may includemodification, reconfiguration, refurbishment, and other maintenance orservice.

Each of the processes of aircraft manufacturing and service method 800may be performed or carried out by a system integrator, a third party,and/or an operator. In these examples, the operator may be a customer.For the purposes of this description, a system integrator may include,without limitation, any number of aircraft manufacturers andmajor-system subcontractors; a third party may include, withoutlimitation, any number of vendors, subcontractors, and suppliers; and anoperator may be an airline, a leasing company, a military entity, aservice organization, and so on.

With reference now to FIG. 9, an illustration of an aircraft is depictedin which an illustrative embodiment may be implemented. In this example,aircraft 900 is produced by aircraft manufacturing and service method800 in FIG. 8 and may include airframe 902 with plurality of systems 904and interior 906. Examples of systems 904 include one or more ofpropulsion system 908, electrical system 910, hydraulic system 912, andenvironmental system 914. Any number of other systems may be included.Although an aerospace example is shown, different illustrativeembodiments may be applied to other industries, such as the automotiveindustry.

Apparatuses and methods embodied herein may be employed during at leastone of the stages of aircraft manufacturing and service method 800. Oneor more illustrative embodiments may be used during component andsubassembly manufacturing 806 of FIG. 8. For example, the powerdistribution controller 214 may be installed in the aircraft 100 duringthe aircraft manufacturing and service method 800.

The flowcharts and block diagrams in the different depicted embodimentsillustrate the architecture, functionality, and operation of somepossible implementations of apparatuses and methods in an illustrativeembodiment. In this regard, each block in the flowcharts or blockdiagrams may represent at least one of a module, a segment, a function,or a portion of an operation or step. For example, one or more of theblocks may be implemented as program code.

In some alternative implementations of an illustrative embodiment, thefunction or functions noted in the blocks may occur out of the ordernoted in the figures. For example, in some cases, two blocks shown insuccession may be performed substantially concurrently, or the blocksmay sometimes be performed in the reverse order, depending upon thefunctionality involved. Also, other blocks may be added in addition tothe illustrated blocks in a flowchart or block diagram.

The description of the different illustrative embodiments has beenpresented for purposes of illustration and description, and is notintended to be exhaustive or limited to the embodiments in the formdisclosed. Many modifications and variations will be apparent to thoseof ordinary skill in the art. Further, different illustrativeembodiments may provide different features as compared to otherillustrative embodiments. The embodiment or embodiments selected arechosen and described in order to best explain the principles of theembodiments, the practical application, and to enable others of ordinaryskill in the art to understand the disclosure for various embodimentswith various modifications as are suited to the particular usecontemplated.

What is claimed is:
 1. A vehicle management system computer, comprising:a data processing system comprising a processor and a memory; and apower distribution controller comprising a plurality of powerdistribution circuits that are each controlled by the power distributioncontroller to supply power to end component loads, the powerdistribution controller communicably coupled to the data processingsystem by a bus; wherein the power distribution controller is configuredto control power generation by each of the plurality of powerdistribution circuits such that each of the plurality of powerdistribution circuits generates output power at an adjustable voltagelevel output to a respective one of the end component loads.
 2. Thevehicle management system computer of claim 1, wherein each of theadjustable voltage levels is adjusted based on at least one of adistance to the respective end component load, changes in a load of therespective end component load over time, and changes in the load of therespective end component load due to temperature variation in therespective end component load.
 3. The vehicle management system computerof claim 1, wherein the power distribution controller is furtherconfigured to interrupt operation of an individual power distributioncircuit upon detecting a fault.
 4. The vehicle management systemcomputer of claim 3, wherein the fault is determined according to atleast one of a sensed voltage level, a sensed current level, and asensed power level.
 5. The vehicle management system computer of claim3, wherein the power distribution controller is further configured toshut down the individual power distribution circuit without interruptingremaining ones of the plurality of power distribution circuits.
 6. Thevehicle management system computer of claim 1, wherein the powerdistribution controller is further configured to selectively distributepower such that a critical end component load is maintained at fullpower, and power to non-critical end component loads is reduced whentotal power is insufficient to fully power all end component loadssimultaneously.
 7. The vehicle management system computer of claim 6,wherein the critical end component load is dynamically determinedaccording to a current aircraft operation.
 8. The vehicle managementsystem computer of claim 1, wherein the power distribution controller isfurther configured to prioritize the end component loads and todistribute power to the end component loads according to a priorityassigned to each end component load.
 9. A method for controllingelectrical power distribution in a vehicle, the method comprising:monitoring a power load on each of a plurality of end components; andadjusting the power supplied to each of the plurality of end componentsaccording to the power load.
 10. The method of claim 9, whereinadjusting the power supplied to each of the plurality of end componentscomprises adjusting the power supplied to a one of the plurality of endcomponents according to at least one of a distance to the respective endcomponent load, changes in a load of the respective end component loadover time, and changes in the load of the respective end component loaddue to temperature variation in the respective end component load. 11.The method of claim 9, further comprising: interrupting an operation ofan individual power distribution circuit upon detecting a fault in acorresponding one of the plurality of end components.
 12. The method ofclaim 11, wherein the fault is determined according to at least one of asensed voltage level, a sensed current level, and a sensed power levelof the corresponding one of the plurality of end components.
 13. Themethod of claim 11, further comprising: shutting down the individualpower distribution circuit without interrupting remaining ones of aplurality of power distribution circuits.
 14. The method of claim 9,further comprising: selectively distributing power to the plurality ofend components such that a critical end component load is maintained atfull power and power to a non-critical end component load is reducedwhen total power is insufficient to fully power all end component loadssimultaneously, wherein the critical end component load corresponds to afirst one of the plurality of end components and the non-critical endcomponent load corresponds to a second one of the plurality of endcomponents.
 15. The method of claim 14, wherein the critical endcomponent load is dynamically determined according to a current aircraftoperation.
 16. The method of claim 9, further comprising: prioritizingthe plurality of end components; and distributing power to the pluralityof end components according to a priority assigned to each endcomponent.
 17. A vehicle management system for controlling electricalpower distribution in a vehicle, comprising: a processor; and anon-transitory computer readable medium storing program code which, whenexecuted by the processor, performs a computer-implemented method ofelectrical power distribution, the program code comprising: program codefor monitoring a power load on each of a plurality of end components;and program code for adjusting the power supplied to each of theplurality of end components according to the power load, whereinadjusting the power supplied to each of the plurality of end componentscomprises adjusting the power supplied to a one of the plurality of endcomponents according to at least one of a distance to the respective endcomponent load, changes in a load of the respective end component loadover time, and changes in the load of the respective end component loaddue to temperature variation in the respective end component load. 18.The vehicle management system of claim 17, further comprising: programcode for interrupting an operation of an individual power distributioncircuit upon detecting a fault in a corresponding one of the pluralityof end components without interrupting remaining ones of a plurality ofpower distribution circuits.
 19. The vehicle management system of claim17, further comprising: program code for selectively distributing powerto the plurality of end components such that a critical end componentload is maintained at full power and power to a non-critical endcomponent load is reduced when total power is insufficient to fullypower all end component loads simultaneously, wherein the critical endcomponent load corresponds to a first one of the plurality of endcomponents and the non-critical end component load corresponds to asecond one of the plurality of end components, and wherein the criticalend component load is dynamically determined according to a currentaircraft operation.
 20. The vehicle management system of claim 17,further comprising: program code for prioritizing the plurality of endcomponents; and program code for distributing power to the plurality ofend components according to a priority assigned to each end component.